Brake-rigging.



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PATBNTED AUG. 4, 1908.

w. G. PRICE. BRAKE RIGGING.

APPLIUATION FILED NOV. 9, 1907.

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WILLIAM G. PRICE, OF NEW CASTLE, PENNSYLVANIA.

BRAKE-RIG-GING.

Specification of Letters Patent.

Patented Aug. 4, 1908.

Applicationled November 9, 1907. Serial No. 401,497.

T 0 all whom it may concern:

Be it known that I, WILLIAM G. PRICE, a resident ,of New Castle, in the county of Lawrence and State of Pennsylvania, have invented a new and useful Improvement in Brake-Rigging; and I do hereby declare the following tobe a full, clear, and exact description thereof.

My invention relates to brake rigging` for cars or other vehicles.

The object of the invention is to provide for the supporting of the brake-rigging from the equalizer-bars, so asito be entirely independent of the truck-frame, and at the same time provide for the movement of the,` brakebeam in a substantially horizontal plane.

Another object of my invention is to reduce the brake-shoe pressure on one pair of the wheels of the truck which carry the lighter load.

To these ends my invention comprises the novel features hereinafter set forth and claimed.

In the drawings Figure 1 is a plan view Y`with parts broken away of my improved brake-rigging; Fig. 2 is a side elevation with parts broken away; and Figs. 3, 4 and 5 are details.

In the drawings the numeral 2 designates -a suitable truck-frame provided With the bolster 3 and supported on the Wheels 4 and 5 secured to the axles 6, 6E. Equalizer-bars 7 are supported upon the journal-boxes 8 in the usual manner andV said journal-boxes are provided with the brackets 9 which support the springs 10. The truck-frame 2 is carried upon the springs 10.

Secured to the equalizer-bars 7 are the brackets 11 and 12. Hangers 15 and 1.6 are pivoted to the brackets 11 and 412, respectively, and carried by said hangers are the brake-beams 17 and 18. Brake-shoes 19 and 20 are secured to the brake beams 17 and 18, res ectively. i

The live-lever 21 is secured at its upper end in the jaw 22 by the bolt 23, said jaw 22 being connected to the top brake-rod 24 by the bolt 25. The lower end of the live-lever 21 is connected to the adjustable brake-rod 26 and said rod 26 connects the live-lever 21 with the dead-lever 27.

The live-lever 21 has the arms 28 projecting out therefrom and connected to said arms are the reducing-levers 29, said levers being secured to said arms by means of the upper ends of the reducing-levers 29 are connected to the brackets 31 on the brake-beam 17 by means of the bolts 32. The lower ends of the reducing-levers 29 are connected to the brackets 33 which are bolted to the fulcrum bar 34 by means of the bolts 35. The fulcrum bar 34 is riveted or otherwise secured to the angles 36 and said angles are connected to the equalizer-bars 7 by the bolts 37.

The dead-lever 27 bears at its upper end against the hardened steel wear-plate 38, said wear-plate being secured to the anglebeam 39 which is bolted to the transom 40. The dead-lever 27 is provided with the lhardened steel insert 41 which rests directly against the hardened steel plate 38. In this manner the wear on the dead-lever 'is reduced to a minimum and thereby frequent adjustment of the same is obviated.

As the motor is suspended outside of the driving axle 6a, andthere is no motor carried on the axle of the wheels4, the wheels 5 have to carry a much Greater load than the wheels 4 and consequentbly the pressure of the brakeshoes must be much greater'upon the wheels 5 than upon the Wheels 4. To provide for this difference-and in order to secure this reduction in brake-shoe pressure upon the Wheels 4 is the purpose ofthe reducing levers 29 which are fulcrumed at their lower ends on the equalizer bar, or that which is the same thing, upon the fulcrum beam 34 connecting said bars.

The reducing levers support the brake beam so as to hold it practically horizontal through its entire range of movement.

`The whole brake rigging is entirely independent ofthe frame, except where the dead lever bears against the transom, and is supported and directly connected to th'e equalizer bars.

What I claim is:

1. The combination of a truckframe, wheels, axles, equalizer-bars, a brake operating lever, a reducing lever connected to said lever and f ulcrumed on said equalizer bars, and a brake-shoe connected to said reducing lever.

2. The combination of a truckframe, wheels, axles, equalizer-bars, a live-lever, a reducing-lever connected to said live-lever and fulcrumed on said equalizer-bars, and a brake-shoe connected to said reducing-lever.

3. The combination` of a truck frame,

b olt 30 extending through said arms. The I wheels, axles, equalizer-bars, a live-lever, a

reducing' lever connected to said live-lever, a fuleruni beain Connecting said equalizer-bars and to which said reducing lever is fulerunied, and a brake-beam Connected to said reducing-lever.

4. The combination of a truck frane,

Wheels, axles, equalizer-bars, a live-lever having arms extending' out therefrom, reducing'- levers on said arms, a fulerum-beani connecting said equalizerebars and to which said reducing-lever is fulerumed, and a brake-shoe Connected to said reducing-levers.

5. The combination of a truck fraaie, Wheels, axles, equalizer bars, brackets on said equalizer-bars, a live-lever, a reducinglever connected thereto, and a brake-beam supported by said brackets and said reducinglever.

l 6. The Combination ol a truck frame, l Wheels, axles, equalizer-bars, a dead-lever, a brake-beam, the upper end of said lover resiing in Contact with said frame, and a hardened plate inserted between said lever and said franie.

7. The combination of a truck traine, l Wheels, axles, equalizer-bars, a dead-lever having' a hardened insert at its upper end, and a brake-beam, the upper end of said lever resting` in Contact with said frame. l In testimonyv whereof, l the said WILLIAM G. PRICE have hereunto set my hand.

TLLIAM G. PRIVE.

Witnesses:

ROBERT C. rIo'r'IEN, J. R. KELLER. 

